junctions & crossings & crossings 4.1 Layout of junctions 4.2 Design tools 4.3 Possible cycle facilities at junctions 4.4 Junctions with segregated cycle facilities 4.5 Junctions with

junctions &crossings

4.1 Layout of junctions

4.2 Design tools

4.3 Possible cycle facilities at junctions

4.4 Junctions with segregated cycle facilities

4.5 Junctions with on-road cycle tracks

4.6 Junctions without any cycle facilities

4.7 Roundabouts

4.8 Traffic Lights

4.9 Road crossings

Provision of Cycling Facilities | National Manual for Urban Areas

chapter four

4.1 Layout of junctions

The design of cycle facilities at junctions mainly

depends on:

- the issue of priority.

- whether or not segregation is needed.

4.1.1 Right of way at junctions and crossings

The decision on whether or not to give cyclists

priority depends largely upon:

- the possibility of altering motorised traffic

flows (circulation or speed) on the main road;

- to what extent this can be done;

- the volumes of turning traffic;

- the volumes of bicycle traffic;

- the traffic speed on the main road.

Table 4.1 gives an indication of where and when

cyclists should give way, or should be given

priority (this is the same table 2.3 as presented

in chapter 2). The table is based on different road

functions, and also takes into account locations

where cycle routes run alongside roads.

If the cycle route runs along a major road for

motorised traffic, cyclists also benefit from the

priority on the major road. This also applies to

two-way cycle tracks (if the design is revised).

If a main cycle route crosses a road for mixed

traffic (mostly residential streets), the cycle route

may be given priority. Certainly this should

be the case if the volume of cycle traffic is

substantially greater than the volume of

motorised traffic on the road to be crossed,

and if it is obvious to road users that the cycle

route is more important. The priority can be

emphasised in the design, for example by the

application of speed inhibitors for motorised

traffic. If a cycle route crosses a main road, and

the priority cannot be given to the cycle route

(because of the high speed and volumes of

motorised traffic) then the following options

should be considered:

- apply a grade separation;

- facilities should be designed to inconvenience

cyclists to the least extent. For example: traffic

lights can be adjusted to minimise the waiting

times for cyclists by setting short waiting times

(see traffic lights).

The above option should take into account the

need to minimise the delay and provide safe

areas for cyclists to stop and wait.

Provision of Cycling Facilities | National Manual for Urban Areas78

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TABLE 4.1 | RECOMMENDATIONS FOR RIGHT OF WAY AT DIFFERENT TYPES OF JUNCTIONS

Refer to Table 2.3


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Cycle RouteIntersecting

Along

Main urban road District collector road Residential street

Main urban road Priority must be given to cycle Priority must be given to cycle

and motorised traffic on the and motorised traffic on the

main urban road main urban road

District collector road Highest priority (at traffic Priority must be given to cycle

lights) or priority must be traffic and to motorised traffic

given to all traffic on the using the district collector road

main urban road.

At junctions with traffic

lights, short waiting times

should be given to cycle

traffic.

Residential street Highest priority (at traffic Priority should be given to

lights) or priority is given all traffic on the district

to all traffic on the main collector road.

urban road.

At junctions with traffic

lights, short waiting times

should be given to cycle

traffic.

4.1.2 Segregation versus integration at junctions

and crossings

The choice between segregating or integrating

cyclists and motorised traffic at junctions

depends on:

- volumes and/or speeds of motorised traffic;

- the presence of segregated cycle tracks or on-

road cycle tracks;

- the manoeuvres cyclists make on or close to

the junction area.

There are no warrants or graphs currently

available to assist in deciding between

segregation and integration.

A significant disadvantage of visual or physical

segregation is the resulting increase in junction

size. This increase can lead to confusion and a

false sense of security.

Advantages of segregated cycle facilities:

- guaranteed dedicated space for cyclists at a

junction;

- cyclists can overtake waiting cars and can

cross the junction without being obstructed by

other traffic;

- they can provide a protective space where

cyclists can calmly consider when to cross the

junction;

- at junctions, they provide improved linkage

with other cycling facilities;

- segregated cycle facilities make it possible to

minimise waiting time for cyclists at traffic

lights.


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Cycle Track Through Junction (Holland)

4.2 Design tools

4.2.1 Curve radii for cycle tracks

The design speed of a cycle track determines the

desired minimum curve radius. The relationship

between curve radius and cycling speed is given

in figure 4.1.

Low radii at junctions or intersections may be

acceptable since lower design speeds might be

desired or needed. Sometimes a bend with a low

radius is deliberately created as a ‘speed-

inhibitor’. However, these should not be used

too often. The absolute minimum curve radius

is 4.00m. If lower radii are used, the cycling

speed will drop below 12 km/h which makes it

difficult for cyclists to keep their balance.

Figure 4.2 gives an indication of measures used

at a junction with segregated cycle facilities.


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FIGURE 4.1 | THE RELATIONSHIP BETWEEN CURVE RADIUS AND CYCLING SPEED


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FIGURE 4.2 | JUNCTION WITH SEGREGATED CYCLE FACILITIES


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4.2.2 Sight distances

The distance from which a cyclist can see an

intersection and assess the speed of the

approaching traffic is an important design

element for all intersections or junctions.

Sight distance

To be able to cross a carriageway at a junction

safely, cyclists must have a good sight line of the

traffic on the road to be crossed. They should

also be able to estimate the distance and speed

of the traffic. Sight distance values for cyclists

are given in Table 4.2.

Stopping distance

The stopping distance of cyclists is closely related

to the sight distance. The stopping distance is

defined as the distance covered during the

perception-reaction time added to the braking

time. The perception-reaction time of a cyclist

to see, decide and start slowing or braking is

approx. 2 sec. The deceleration rate of the

bicycle is 1.5 m/s2. Table 4.3 shows the

relationship between stopping distance and cycle

speed.


Crossing length Crossing time Approach speed of motorised traffic for cyclists (V85) and cyclists sight distance

30 km/h 50 km/h 70 km/h

5.00m Approx. 4.5 sec 40m 65m 100m

6.00m Approx. 4.9 sec 44m 70m 110m

7.00m Approx. 5.3 sec 47m 75m 120m

8.00m Approx. 5.6 sec 50m 80m 125m

10 km/h 15 km/h 20 km/h 25 km/h

Stopping distance 8m 14m 21m 30m

TABLE 4.2 | INDICATIVE SIGHT DISTANCE VALUES FOR CYCLISTS CROSSING A CARRIAGEWAY

TABLE 4.3 | INDICATIVE VALUES OF THE STOPPING DISTANCES FOR CYCLISTS

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4.3 Possible cycle facilities atjunctions

TABLE 4.4 | POSSIBLE CYCLE FACILITIES AT JUNCTIONS

* Note: see also fig 7.26 Signs and Lines Manual


Category Shape Reference to §

Physical Bending-out; § 4.4.1

segregation Bending-out of cycle track without raised crossing; § 4.4.1

Bent-in cycle track; § 4.4.2

Cycle track not bent-in nor out; § 4.4.3

Exit construction with raised crossing § 4.4.4

Cycle track not bent-in nor out with a speed hump; § 4.4.4

Without Cycle facilities at roundabouts § 4.7.1 - 4.7.4

traffic lights

Visual On-road cycle tracks § 4.5

segregation On-road cycle tracks at roundabouts § 4.7.4

Mixed No cycle facilities at junctions § 4.6

No cycle facilities at roundabouts § 4.7.5

Physical Cycle facilities at major junctions § 4.8.2

segregation Facilities for cyclists turning right § 4.8.5

Cycle facilities at large roundabouts § 4.8.6

Visual Weaving lanes § 4.8.3

With traffic segregation Advanced stop line § 4.8.4

lights

Mixed Bicycle friendly phasing strategies § 4.8.1

Crossing With central barrier § 4.9

Facilities With raised crossing § 4.4.4, § 4.9

With a road narrowing § 4.9

Only with road markings *

Toucan crossing § 4.9.1

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4.4 Junctions with segregatedcycle facilities

To cross a junction or a side road a cycle track

can be bent-out or bent-in. Before presenting the

different design options, an overview is given in

table 4.5 of the segregated cycle facilities which

may be applied at different junction types.


Intersection of Main Urban District Collector Main Urban District Collector

Road / District Road / District Road / Residential Road / Residential

Shape Collector Road Collector Road Street Street

1. Bending out ✓

2. Bending out ✓

with raised crossing

3. Bending out of 2-way cycle ✓

track without raised crossing

4. Bending out of 2-way cycle ✓

track with raised crossing

5. Bent-in cycle track ✓ ✓

6. Cycle track not ✓ ✓ ✓ ✓

bent in or out

7. Cycle track not bent in or ✓ ✓ ✓ ✓

out with a speed hump

8. Cycle track crossing ✓ ✓

exit construction

TABLE 4.5 | DESIGNS FOR SEGREGATED CYCLE FACILITIES AT JUNCTIONS

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4.4.1 Bending out of cycle tracks

Specification

- The bending-out of cycle-tracks away from

the main carriageway should be gradual. In

this way cyclists do not get the feeling that

they are being forced to make a detour at a

junction. Other road-users are not led to

believe that cyclists are turning left.

Dimensions

- The limited bending-out of a cycle track to a

distance of 5.00 m will optimise both safety

and comfort. It will create adequate streaming

space for vehicles entering and exiting the side

road, and ensure that the bicycle crossing is

kept sufficiently close to the main carriageway

to make sure there is good visibility between

cyclist and motorised traffic.

- A curve radius of 30m is recommended for

one-way cycle tracks. The desirable minimum

radius to be used is 10m. (absolute minimum

is 4.0m - see 4.3)

- A curve radius of 50m is recommended for

two-way cycle-tracks.

Legal status

- Cycle traffic should give way unless the cycle

track is crossing an exit construction over a

platform gateway.

General comments

- A significant advantage of a bent-out cycle

track is the space gained for traffic tuning left

from the main carriageway.

- If the cycle track gets bent-out more than 15m,

cycle traffic will experience this as a detour

unless, there is a clear reason (e.g. trees, elect-

ricity sub-stations or other physical objects).


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FIGURE 4.3 | BENDING-OUT OF A CYCLE TRACK


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4.4.2 Bending in of cycle tracks (fig 4.4)

Specification

- In this case, the segregated cycle track is

pulled towards the main carriageway and

merges into an on-road cycle track.

- By bending in cycle tracks, motorists turning

left from the main road, will be in a better

position to anticipate cyclists going straight

ahead and to give them priority.

- The on-road cycle track should have a red

surface.

- The on-road cycle track is bordered with

broken white lines at a junction.

Dimensions

- The bending in should take place at least 30m

before a junction. This minimum length of the

on-road cycle track is related to the speed and

braking distance of traffic turning left from

the main carriageway (see table 4.3).

Legal status

- Cyclists as well as other traffic on the main

road must be given priority.

General comments

- An advantage of this type of facility is that left

turning large vehicles coming from the

main road can see approaching cyclists more

efficiently on the on-road cycle track by using

their inside mirror. The blind spot is

minimised.

- Disadvantages of bending-in of cycle tracks

(compared to bending-out) are:

motorised vehicles on the main road and

turning across the cycle track might, under

the pressure of the main traffic flow, take

higher risks and not give priority to

cyclists to ride straight ahead.

the bicycle-crossing can become blocked by

vehicles waiting to come out of the side-road.

- This facility is not advised at roads with a

large number of vehicles turning left off the

main road.

- At roads with a large number of vehicles

turning right, coming from the opposite

direction on the main road, a vehicular right

turning lane should be provided.


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FIGURE 4.4 | BENT-IN CYCLE TRACK


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4.4.3 Not bending the cycle track in or out

(fig 4.5)

Specification

- Where cycle tracks are adjacent to the

carriageway or only a narrow shoulder exists

between them (< 1.0m), motorists are

continually faced with the presence of cyclists.

They will therefore be able to react correctly

to cyclists at junctions and it is not necessary

to bend adjacent cycle tracks in or out at

junctions.

- A dividing verge between 1.0m and 5.0m

wide at junctions should be avoided. In this

case, the blind spot of side mirrors of

turning motorised vehicles is at its maximum.

Legal status

- Since the cycle track clearly is part of the

traffic on the main road, traffic coming

from or going to a side road must yield to

cyclists on the main road.

- Where the dividing verge is less then 1.0m

wide, it will be clear to motorists that they

must yield to cycle traffic on the main road.

However, where the dividing verge is more

than 1.0m wide, the situation will not apply

except in the case of an Exit Construction.

- when priority is in favour of cycle traffic,

the cycle track should be continued in red

surfacing across the junction and marked

with broken white lines.

- when priority is in favour of car traffic,

this should be clearly indicated at the cycle

track by yield markings.


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FIGURE 4.5 | CYCLE TRACK NOT BENT-IN OR OUT (ADJACENT)


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4.4.4 Road crossings

Three examples of road crossings are outlined:

1. a road crossing where the cycle track yields to

vehicular traffic;

2. raised crossing (exit construction);

3. hump between the main carriageway and the

cycle track.

Specification

- Where the cycle track yields to vehicular

traffic the crossing should be at grade and not

on a platform or raised crossing.

- The raised crossings will slow down moving

traffic to a driving speed below 30 km/h.

- In general a slope on the ramp (or the hump)

of 1:10 will be consistent with a design speed

of not more than 30 km/h.

- The ramp (or the hump) is to slow down

motorised traffic. The height difference may

not therefore lead to any discomfort for cycle

traffic.

Dimensions

- See figures 4.6, 4.7, 4.8.

1. A road crossing where the cycle track yields

to vehicular traffic (fig 4.6)

- The road to be crossed is carrying significant

volumes of traffic, ie not residential road category.

- The cycle track is not running adjacent to the

main road or ‘on road’ through the junction.

- The cycle track is segregated from the main

road by more than 1 metre see fig 4.3 and 4.6.

2. Raised Crossing (exit construction) (fig 4.7)

- A so called ‘exit construction’ is defined as an

entry or exit that crosses the footpath.

Motorised traffic has to give priority to

pedestrians since they clearly make use of the

pedestrian pavement.

- At side roads (with residential streets) the

footpath is continued at the same level across

the side road.

- Two ramps (one at the side street and one at

the exit with the main carriageway) are

provided to allow motorised traffic to pass.

A cycle track is continued over the exit.

- No connecting curves are applied at the linking

of the side-road to the main carriageway.

- An exit construction presents the most

obvious solution for separate one- or two-way

cycle tracks along major roads within a built-

up area because car traffic has to give priority

to cyclists/pedestrians.

- Motorists coming off the carriageway will

legally intrude onto the space of pedestrians

and cyclists to whom they (motorists) must

give priority in this area. No traffic signs are

needed.

- Exit constructions are an ideal solution at side

roads with a minor traffic function such as a

residential street.

3. Hump between the main carriageway and

the cycle track (fig 4.8)

- The introduction of a small speed control

hump between the main carriageway and the

cycle crossing is a measure which can solve

the conflict between vehicles turning left at

high speed and cyclists travelling straight

ahead. This is particularly the case at

junctions with left turning lanes and those

designed with large radii.


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FIGURE 4.6 | BICYCLE CROSSING ON A SIDE ROAD FOR A TWO-WAY CYCLE TRACK


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FIGURE 4.7 | BICYCLE CROSSING AT AN EXIT CONSTRUCTION

FIGURE 4.8 | HUMP BETWEEN THE MAIN CARRIAGEWAY AND THE CYCLE TRACK


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4.5 Junctions with on-road cycle tracks

Specification

- A broken white line must always mark the

edges of the on-road cycle track (this will

allow for crossing traffic).

- A cycle logo should be applied to the road

surface before and after the junction.

- At junctions without traffic lights it is strongly

recommended that the surface of the on-road

cycle track should be coloured red. This will

greatly emphasise the legal position of both

the motorised and cycle traffic.

Dimensions

- See figure 4.9.

Legal status

- Cycle traffic as well as other traffic on the

main road must have right of way. Turning

motorised traffic leaving the main road is

required to yield to cyclists.

- If cycle traffic can not be given priority

over traffic turning from the main road

(because of high volumes of turning vehicles)

then segregated cycle facilities at the junction

should be designed, such as a bent out cycle

track construction.

General comments

- By using red surfacing across the junction

emphasis is being put on the priority status for

cycle traffic.


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FIGURE 4.9 | JUNCTIONS WITH ON-ROAD CYCLE TRACKS


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4.6 Junctions without any cyclefacilities (fig 4.10)

Specification

- The road is meant for mixed use.

- It is recommended that tight radii (R<10m) be

applied to slow down the speed of turning

vehicles.

- If the priority status has to be assigned to one

type of traffic (for instance to give priority to

the road with the cycle route), this can easily

be achieved with road markings.

Legal status

- The same traffic rules apply to both motorised

traffic and cycle traffic.

General comments

- Traffic volumes are usually very low and

additional facilities for cyclists are not needed.

This applies to most of the junctions in

residential areas.

- If the speed of motorised vehicles is > 30 km/h,

speed control devices should be applied.

- Traffic calming measures have proven to be

very effective for the safety of pedestrians and

cyclists. Applying these measures at junctions

is advisable.


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FIGURE 4.10 | JUNCTIONS WITHOUT ANY CYCLE FACILITIES


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4.7 Roundabouts (Table 4.6)

Roundabouts can be classified into two types:

- roundabouts designed for use at high capacity

junctions;

- roundabouts designed as “speed control

devices”, without losing too much capacity

for urban traffic.

(see Table 4.6)

Roundabout for high traffic capacity

A roundabout designed for use at high traffic

capacity junctions has the following main

features:

- the roundabout carriageway has two or more

traffic lanes;

- large radii and wide entry and exit

connections to the roundabout are designed to

maintain driving speeds.

Roundabout as a speed control device

A roundabout designed as a speed control device

has the following main features:

- the roundabout carriageway has one traffic

lane;

- tight radii and narrow entry and exit

connections to the roundabout.

These roundabouts are built to increase

road safety. As a result of the relatively tight

dimensions, the speed of motorised traffic

using the roundabout is reduced to a

maximum of 30 km/h. The total number,

and severity, of injury-related accidents is

substantially lower than at other junction

types. These roundabouts are very useful at

junctions with lower traffic flows. (i.e. less

than 20,000 vehicles per day).

4.7.1 Roundabout for high traffic capacity (fig 4.11)

Specification

- The roundabout carriageway has two or more

traffic lanes.

- Large radii and wide entry and exit

connections to the roundabout to maintain

high design speeds.

- Cycle facilities must always be physically

segregated.

- Where the cycle track crosses both directions

of traffic on the roundabout approach roads,

a middle island must be provided.

- Cycle tracks crossing the approach roads

should be 20m away from the roundabout.

This distance gives cyclists more time to assess

whether motorised traffic is leaving the round-

about. To locate the crossing any closer would

make it difficult for cyclists to anticipate the

intentions of motorised traffic on the round-

about. The 20m distance therefore improves

the safety of cyclists.

Legal status

- Crossing cycle traffic must yield.

- Motorised traffic leaving the roundabout can

be made aware of crossing cyclists by using a

road warning sign.


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General comments

- Large roundabouts are designed for main

urban road junctions.

- Where a roundabout has surplus capacity, the

design can be adjusted to reduce its size.

Before doing so the function of the round-

about in the network must be considered.

- At high traffic capacity roundabouts, the

provision of grade separation or of traffic

lights for pedestrians and cyclists should be

considered. When installing traffic lights, the

green phase should be timed to avoid waiting

at the middle island.


Shape Motor vehicles per day Remarks

Roundabout for high > 20,000 For junctions on main urban roads;

traffic capacity Segregated cycle facilities are always required

traffic lights can be used.

Roundabouts as speed control devices:

Segregated cycle facilities 10,000 - 20,000 For junctions of main urban roads with district

where the priority is not in collector roads;

favour for the cycle traffic Traffic lights or a Toucan crossing can be used,

however this is not always necessary.

Roundabout with on-road 2,500 - 10,000 Suitable for junctions on district collector roads

cycle tracks and in residential areas;

Traffic lights are not used.

Mixed traffic on the < 2,500 Suitable for residential areas;

roundabout Traffic lights are not used.

TABLE 4.6 | ROUNDABOUTS

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FIGURE 4.11 | HIGH CAPACITY ROUNDABOUT


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Cycle Facilities (Holland)

4.7.2 Roundabouts with segregated cycle track

facilities where priority is not given to cycle

traffic (fig 4.12)

Specification

- The cycle track is designed so that cyclists

cross the approach roads at right angles, and

that the cycle track continues separate from

the carriageway. This design, emphasises the

need for cyclists to yield to motorised traffic.

- Cars queuing at the roundabout should not

block the cycle crossing. A queuing area of

about 5.0m between the roundabout and the

bicycle crossing must be incorporated.

- The central island incorporates a 1.5m strip

which large vehicles can cross. This improves

the manoeuvring room.

Legal status

- Cycle traffic has to yield to motorised

traffic.

General comments

- A raised crossing should not be provided for

cycle traffic as this would give a false sense of

security.

- If the radii for R1 and R2 are much greater

than shown in the figure, then speed humps

should be used on the carriageway ahead of

the cycle crossing.

- At a junction of two main cycle routes, a two-

way cycle track around the roundabout can

be implemented. The disadvantage of cyclists

having to yield (negative effect on comfort and

directness) will be offset by giving greater

freedom of movement to cyclists.


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FIGURE 4.12 | ROUNDABOUT WITH A CYCLE TRACK WHERE CYCLISTS MUST GIVE PRIORITY


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4.7.3 Roundabouts with on-road cycle tracks

(fig 4.13)

Specification

- Partial physical segregation should be

provided between the on-road cycle track and

motorised traffic. It should consist of a

narrow raised dividing verge of maximum

width 0.5m , sometimes called a ‘hedgehog’.

- When designing the roundabout the radii to

and from the side roads must tie in with the

carriageway edge on the roundabout and not

with the on-road cycle tracks on the round-

about. Therefore, the width of the on-road

cycle track is additional to the width of the

lane for motorised traffic on the roundabout.

- The central island incorporates a 1.5m wide

strip which large vehicles can cross. This

improves manoeuvring room.

Legal status

- All traffic approaching and leaving the

roundabout should yield to cycle traffic on the

roundabout.

General comments

- It is recommended that a narrow physical

segregation be introduced on the approach

and exit roads of the roundabout as a safety

measure for cyclists. This helps to ensure that

cyclists approaching or leaving the junction

are not hit by motorised traffic.


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FIGURE 4.13 | ROUNDABOUT WITH ON-ROAD CYCLE TRACK AND PHYSICAL SEPARATION (HEDGEHOGS).


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4.7.4 Roundabouts with mixed traffic (Fig 4.14)

Specification

- Roundabouts with mixed traffic should be

used at locations with a low volume of

motorised traffic. The geometric design

includes safety features.

- The central island incorporates a 1.5m wide

strip which can be crossed by large vehicles.

This improves manoeuvring room.

Legal status

- All traffic approaching the roundabout has to

yield to traffic (including cycle traffic) on the

roundabout.

General comments

- Roundabouts with an integrated traffic flow

have few conflict points, and motor vehicles

leaving the roundabout must not cut across

cyclists on the roundabout. Conflicts at

roundabout exits are therefore avoided, but

cyclists can still ‘disappear’ in the blind spots

of goods vehicles and buses.


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FIGURE 4.14 | ROUNDABOUT FOR MIXED USE


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4.8 Traffic lights

Directness of route and safety are the main

requirements for designing cycle facilities at

traffic lights:

- directness: can generally be achieved by

designing bicycle-friendly traffic light phasing;

- safety: the safety of the facility depends

largely upon its design.

The design of traffic light phasing and cycle

facilities are closely related to each other. For

example, if cyclists have to wait a long time for

a green light and there is no other traffic cross-

ing the junction, they can feel frustrated enough

to ‘jump’ the red light. Therefore the design of

cycle facilities at traffic lights (phasing strategy

as well as geometric design) needs to be logical.

The recommendations given are based on:

- vehicle-actuated traffic lights;

- separate traffic lights for cyclists.


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4.8.1 Traffic light phasing strategies

In setting up a traffic light phasing strategy the

following three questions must be addressed:

- how many green phases are there, and what

duration must be given to each direction?;

- in what sequence must the green be given to

the different directions?;

- what is the total cycle time?

Maximum waiting time

The phasing of traffic lights can be adjusted to

provide minimum waiting times for cyclists

where appropriate. The maximum waiting time

is a very practical parameter to use in setting up

a phasing strategy. The maximum waiting time

decides the limit for the waiting time for each

direction. If one, or more, directions needs a

short waiting time for example 2 green phases of

20 seconds, instead of 1 green phase of 40

seconds, then an extra green phase can be built

in to the green sequence of the phasing strategy.

This will have consequences for the waiting

times for other directions, and on the total

length of the cycle time. In setting up a control

strategy for each specific location, priority can

clearly be given to certain directions or traffic

modes. This creates the possibility of influencing

traffic flow and behaviour.

These possibilities and situations are described

as follows:

Locating cyclist detection equipment

The cyclist can benefit from the use of detection

loops placed some distance in advance of the

stop line. The greater the distance the loops are

from the stop line, the shorter the waiting time

for cyclists. Another benefit of detection loops is

that the green phase can be lengthened.

Conversely, push buttons only allow cyclists to

make a request at the last moment, which means

waiting at a stop line.

Peak and off-peak periods

During peak periods a fairly rigid programme of

phasing is maintained as there is constant traffic

from all directions. The inclusion in the

programme of an additional phase for cyclists

will shorten waiting times for them, but will also

lengthen the programme cycle time, and result in

longer queues of waiting cars. This applies even

more to co-ordinated sets of traffic lights for

vehicles.

During the off-peak period, the programme will

be vehicle-activated, giving a green phase to a

direction on demand.

Co-ordinated traffic lights at large junctions

If the distance between two crossings is short,

the use of linked lights for cyclists should be

considered, for example at large junctions with a

wide middle island or split level intersections. At

these junctions, cycle traffic should not have to

wait twice to cross one road. Linking traffic

lights can therefore reduce waiting times for

cyclists and improve the safety of crossings.

All directions green for cyclists

Attention should be given to any large number

of cyclists turning right at signalled junctions. A

possible solution at junctions with heavy cycle

traffic is to give a green phase for all directions

at once.


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4.8.2 Cycle signals at major signalised junctions

Where to apply

These facilities would apply at junctions with

segregated off-road cycle tracks regulated with

traffic lights. The criteria for applying traffic

lights are not outlined in this manual. However

in general traffic lights at junctions are required

when two main urban roads cross each other or

when a main urban road crosses a district

collector road. The decision to use traffic lights

mainly depends on road safety and road

capacity.

Specification

- When a junction is regulated with traffic lights

all conflicts must be regulated. This should

not be restricted to the conflicts between car

traffic but to all conflicts between all traffic

participants. As traffic volumes increase the

need for regulation also increases.

- Crossings for cyclists and pedestrians should

be regulated for all directions and at both

sides of the junction.

- Regulating the crossing for pedestrians should

be combined with the regulation of cycle

traffic.

- The visibility of the lights should not be

obstructed by road signs or bushes.

Dimensions

- The locations of the traffic lights for cyclists

are indicated on figure 4.15.

- The distance between the cycle stop line and

the carriageway edge is 1.00m.

Legal status

- Traffic lights are regulatory road signs

prescribed in the Road Traffic (Signs)

Regulations. .

General comments

- Cyclists should be able to cross a junction in

one movement.

- Push buttons or detection loops are

recommended to reduce waiting times (see

also remarks on control strategies (§ 4.8.1).


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FIGURE 4.15 | TRAFFIC LIGHTS FOR CYCLISTS AT MAJOR JUNCTION

Note: The drawings in this section show layout only for extra signal facilities for cyclists, not the complete traffic signal layout for the junction.


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4.8.3 Weaving lanes (fig 4.16)

Where to apply

Weaving lanes are specially designed for use in

advance of junctions to protect cyclists in the

following situations:

- motor vehicles turning left crossing the path of

cyclists travelling straight ahead;

- cyclists turning right crossing the path of a

motor-vehicle travelling straight ahead.

They can either be used on junctions with or

without traffic lights. When used at traffic lights,

weaving lanes can be combined with advanced

stop lines.

Specification

- The speed difference between motor vehicles

and cyclists near a junction should not be

more than about 15 km/h.

- Taking the average speed of cyclists as

20 km/h, the average speed of motorised

traffic in the weaving lanes should not be

higher than approx. 35 km/h.

- For safety, cyclists who wish to turn at an

up-coming junction should not have to weave

across more than one lane of traffic.

- Weaving lanes for cyclists should have a red

surface.

Dimensions

- The width of weaving lanes for cyclists is a

little wider (1.75m - 2.00m) than normal road

sections (1.50m). This is to provide more room

to manoeuvre and more waiting room at the

stop line of the junction. This will improve road

safety as well as making them pleasant to use.

- The weaving lanes should start at least 30m

before the stop line.

Legal status

- Weaving lanes must be designed as on-road

cycle tracks with a broken white line.

- The weaving lanes are designed to ensure

clearer anticipation of the movements of

motorised traffic and cycle traffic. Road sign

N04 (see fold-out page) should be used in

association with weaving lanes.

General comment

- Weaving lanes allow cyclists and motorised

traffic to take up their appropriate lane

positions in advance of a junction, thereby

reducing conflicts at the junction itself.


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FIGURE 4.16 | WEAVING LANES


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4.8.4 Advanced stop line (fig 4.17)

Where to apply

Advanced stop lines are used only at traffic

lights. They are particularly suitable for right

turning movements and for straight-ahead traffic

where cycle volumes are high.

Specification

- The advanced stop line gives dedicated room

to cyclists to wait in front of all other traffic,

thus allowing them to start crossing the

junction before motorised traffic.

- The waiting area at an advanced stop line

should preferably have a red surface.

Dimensions

- The waiting area of an advanced stop line

should preferably be between 4m and 5m

long. This allows enough manoeuvring room

for cycle traffic to take up their correct

position but discourages motorised traffic

from using the area.

- The minimum width of the on-road cycle

track is 1.25m, but preferably it should be

1.75m (see also weaving lanes § 4.8.3).

General comments

- Right turning cycle traffic will particularly

benefit from the advanced stop line.

- Only right turning cycle traffic will wait on

the right hand side of the advanced stop line.

Cyclists who intend to go straight ahead

should normally wait behind each other on

the left side of the advanced stop line.


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FIGURE 4.17 | ADVANCED STOP LINE IN FRONT OF MOTORISED TRAFFIC


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4.8.5 Facilities for cyclists turning left

Where to apply

Segregated facilities can ensure a smooth flow

for cyclists turning left at junctions with traffic

lights. Two designs are outlined and shown in

the figure 4.18.

When not to apply

The arrangement shown in model A must not be

applied if:

- a pedestrian phase exists on the road ahead

which could cause a serious conflict with a

cyclist turning left;

- there is insufficient space on the road ahead

for left turning cyclists to merge with the flow

of motor vehicles and bicycles coming from

the right.

Specification

- Model A: if the traffic volumes on the road

ahead are high, an on-road cycle track with

red surfacing should be installed.

- Model B has been designed for high volumes

(750/hour) of cycle traffic.

Legal status

- In model A cyclists must give priority to

traffic on the road ahead.

- In model B cyclists turning left simply

enter the cycle track of the road ahead

without being disturbed by motorised traffic.

- Pedestrians crossing the cycle track have to

give priority to cycle traffic. This however can

be considered as a soft conflict.

General comments

- If segregated facilities are needed at the

junction but there are no such facilities along

the approaching roads, then models A and

B can be introduced 30m before the junction

or before the start of the left turning lane for

motorised traffic.


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FIGURE 4.18 | FACILITIES FOR CYCLISTS TURNING LEFT AT TRAFFIC LIGHTS


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4.8.6 Facilities for cyclists turning right in

two stages (fig 4.19 a,b,c)

Where to apply

On signal-controlled junctions with on-road

cycle tracks, or with segregated cycle tracks

alongside a main road, extra facilities are

necessary to ensure the safe and smooth flow of

cycle traffic turning right.

Specification

- In general, cyclists turning right should be able

to take position to the left of the main

carriageway at the junction, or in the space

between cycle track and the main carriageway

in a marked area.

- Cycle traffic turning right has a separate filter

on the traffic lights.

- Although a separate signal head for the cyclist

turning right with the phasing linked to that

of the crossing traffic can be useful, in most

situations these cyclists can use the existing

traffic lights.

- The waiting area for cycle traffic should

preferably have a red surface.

Dimensions

- The layouts shown will allow approximately

3 or 4 cyclists to wait at the same time for a

green light.

Legal status

- Priority is decided by the traffic lights.

General comments

- Right turning facilities can be combined with

an advanced stop line on the side road.


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FIGURE 4.19A | AN EXAMPLE OF FACILITIES FOR CYCLISTS TURNING RIGHT


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FIGURE 4.19B | AN EXAMPLE OF FACILITIES FOR CYCLISTS TURNING RIGHT


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FIGURE 4.19C | AN EXAMPLE OF FACILITIES FOR CYCLISTS TURNING RIGHT

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4.9 Road crossings(Table 4.7; figs 4.20 - 22)

Where to apply

Facilities for cyclists to cross the road are

necessary at:

- the end of a segregated one or two-way

cycle track;

- locations where a cycle route crosses a

main road.

Measures

- At the point of crossing, the length of the

(possible) waiting area is 2.00m.

- The width of the crossing cycle track is

between 2.50 and 3.50.

- The central barrier must have a minimum

width of 2.00m, and preferably be

between 3.00m and 5.00m. In particular

this is needed at two-way crossings.

General comments

- The safest solution is where all road-users can

clearly judge the situation, and correspond-

ingly adjust to a lower speed.

- Vulnerable cyclists, who have difficulty in

looking over their shoulder while riding, can

use the extra room at the point just before

crossing the road, to check whether or not

traffic is approaching. More mobile cyclists,

who can look over their shoulder, only need

the manoeuvring space, to judge approaching

traffic.

- When priority is in favour of the cycle traffic,

a raised crossing should be constructed in

order to reduce the speed of motorised traffic

to less then 30 km/h at the crossing. If priority

is in favour of motorised traffic, but there is

still a need to reduce its speed (for instance

near a school or shopping area), then speed

humps should be installed some distance

before and after the crossing.

- The speed of motorised traffic can be reduced

by bending out (r= 30m) both lanes of the

carriageway where a central barrier starts.

- A central barrier is preferable where there is

enough room for its provision. It will warn

road-users of the crossing, and make it easier

for cyclists to cross.

- If a central barrier (and no speed humps) is

used, the total length of the central barrier

should be long enough (approx. 50m) to

prevent cyclists from crossing the road at

other points before or after it. Although this

limits the freedom of movement for cyclists,

it will increase safety.


Shape Criteria Speed of Two-way volumes Right of waymotorised traffic (pcu) per day

With road markings only < 30 km/h <5000 cyclists give way

see figure

With road narrowing Approx. 30 km/h 5,000 - 8,000 cyclists give way

see figure 4.21

With raised crossing to be slowed down < 5.000 cyclists should get

see figure 4.22 to 30 km/h the priority

With central barrier to be no more than 8.000 motorised traffic should

see figure 4.23 50 km/h get the priority

TABLE 4.7 | WARRANTS TO INDICATE WHAT KIND OF CROSSING FACILITY IS NEEDED

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FIGURE 4.20 | ROAD CROSSING WITH LIMITED ROAD NARROWING


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FIGURE 4.21 | CYCLE WAY CROSSING A CARRIAGEWAY BY MEANS OF A RAISED CROSSING


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FIGURE 4.22 | ROAD CROSSING WITH A LONG CENTRAL BARRIER


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4.9.1 Toucan crossing

Where to apply

- At road crossings where the motorised traffic

volume exceeds 10,000 (pcu/day) and when

the driving speed of motorised traffic cannot

be reduced.

Specification

- A Toucan is a signalised crossing facility

shared by pedestrians and cyclists and

regulated with traffic lights.

- Pedestrians and cyclists have to push a button

or cross a loop before getting a green phase.

Dimensions

- The width of the crossing facility should

preferably be 4.00m (minimum 3.00m).

- The cycle crossing facility should be sited at

the most convenient waiting spot.

Legal status

- Priority is decided by the traffic lights.

General comments

- The Toucan crossing can be installed near

schools and shopping areas.

- The traffic signal phasing should be adjusted

to the walking speed of crossing pedestrians

and also give short waiting times for crossing

pedestrians and cyclists.

- The width of the middle island should be

a minimum of 2.0m and preferably 2.5m

or more.


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s Cycle facilities (Department of Transport, England)

Documents

junctions & crossings & crossings 4.1 Layout of junctions 4.2 Design tools 4.3 Possible cycle facilities at junctions 4.4 Junctions with segregated cycle facilities 4.5 Junctions with